US11628820B2 - Control system for vehicle - Google Patents

Control system for vehicle Download PDF

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Publication number
US11628820B2
US11628820B2 US16/891,074 US202016891074A US11628820B2 US 11628820 B2 US11628820 B2 US 11628820B2 US 202016891074 A US202016891074 A US 202016891074A US 11628820 B2 US11628820 B2 US 11628820B2
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set value
vehicle
battery
predicted value
soc
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US20210024052A1 (en
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Masanori Shimada
Daiki Yokoyama
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Toyota Motor Corp
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Toyota Motor Corp
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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/46—Series type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/13—Controlling the power contribution of each of the prime movers to meet required power demand in order to stay within battery power input or output limits; in order to prevent overcharging or battery depletion
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/24—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means
    • B60W10/26—Conjoint control of vehicle sub-units of different type or different function including control of energy storage means for electrical energy, e.g. batteries or capacitors
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60K—ARRANGEMENT OR MOUNTING OF PROPULSION UNITS OR OF TRANSMISSIONS IN VEHICLES; ARRANGEMENT OR MOUNTING OF PLURAL DIVERSE PRIME-MOVERS IN VEHICLES; AUXILIARY DRIVES FOR VEHICLES; INSTRUMENTATION OR DASHBOARDS FOR VEHICLES; ARRANGEMENTS IN CONNECTION WITH COOLING, AIR INTAKE, GAS EXHAUST OR FUEL SUPPLY OF PROPULSION UNITS IN VEHICLES
    • B60K6/00—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00
    • B60K6/20—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs
    • B60K6/42—Arrangement or mounting of plural diverse prime-movers for mutual or common propulsion, e.g. hybrid propulsion systems comprising electric motors and internal combustion engines ; Control systems therefor, i.e. systems controlling two or more prime movers, or controlling one of these prime movers and any of the transmission, drive or drive units Informative references: mechanical gearings with secondary electric drive F16H3/72; arrangements for handling mechanical energy structurally associated with the dynamo-electric machine H02K7/00; machines comprising structurally interrelated motor and generator parts H02K51/00; dynamo-electric machines not otherwise provided for in H02K see H02K99/00 the prime-movers consisting of electric motors and internal combustion engines, e.g. HEVs characterised by the architecture of the hybrid electric vehicle
    • B60K6/44—Series-parallel type
    • B60K6/445—Differential gearing distribution type
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L50/00—Electric propulsion with power supplied within the vehicle
    • B60L50/50—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells
    • B60L50/60—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries
    • B60L50/61—Electric propulsion with power supplied within the vehicle using propulsion power supplied by batteries or fuel cells using power supplied by batteries by batteries charged by engine-driven generators, e.g. series hybrid electric vehicles
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L58/00—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles
    • B60L58/10—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries
    • B60L58/12—Methods or circuit arrangements for monitoring or controlling batteries or fuel cells, specially adapted for electric vehicles for monitoring or controlling batteries responding to state of charge [SoC]
    • B60L58/13—Maintaining the SoC within a determined range
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/08—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of electric propulsion units, e.g. motors or generators
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/10—Controlling the power contribution of each of the prime movers to meet required power demand
    • B60W20/12—Controlling the power contribution of each of the prime movers to meet required power demand using control strategies taking into account route information
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W20/00—Control systems specially adapted for hybrid vehicles
    • B60W20/40—Controlling the engagement or disengagement of prime movers, e.g. for transition between prime movers
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W50/0097—Predicting future conditions
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/20—Drive modes; Transition between modes
    • B60L2260/26—Transition between different drive modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60L—PROPULSION OF ELECTRICALLY-PROPELLED VEHICLES; SUPPLYING ELECTRIC POWER FOR AUXILIARY EQUIPMENT OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRODYNAMIC BRAKE SYSTEMS FOR VEHICLES IN GENERAL; MAGNETIC SUSPENSION OR LEVITATION FOR VEHICLES; MONITORING OPERATING VARIABLES OF ELECTRICALLY-PROPELLED VEHICLES; ELECTRIC SAFETY DEVICES FOR ELECTRICALLY-PROPELLED VEHICLES
    • B60L2260/00—Operating Modes
    • B60L2260/40—Control modes
    • B60L2260/50—Control modes by future state prediction
    • B60L2260/54—Energy consumption estimation
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2510/00—Input parameters relating to a particular sub-units
    • B60W2510/24—Energy storage means
    • B60W2510/242—Energy storage means for electrical energy
    • B60W2510/244—Charge state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/10—Historical data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/40—High definition maps
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2556/00—Input parameters relating to data
    • B60W2556/45—External transmission of data to or from the vehicle
    • B60W2556/50—External transmission of data to or from the vehicle of positioning data, e.g. GPS [Global Positioning System] data
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/24—Energy storage means
    • B60W2710/242—Energy storage means for electrical energy
    • B60W2710/244—Charge state
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/62—Hybrid vehicles
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
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    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/70—Energy storage systems for electromobility, e.g. batteries
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/60—Other road transportation technologies with climate change mitigation effect
    • Y02T10/7072—Electromobility specific charging systems or methods for batteries, ultracapacitors, supercapacitors or double-layer capacitors
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T90/00—Enabling technologies or technologies with a potential or indirect contribution to GHG emissions mitigation
    • Y02T90/10—Technologies relating to charging of electric vehicles
    • Y02T90/14—Plug-in electric vehicles

Definitions

  • the present disclosure relates to a control system for a vehicle.
  • a control system for a plug-in hybrid vehicle which is provided with an electric motor connected to a vehicle axle to be able to transmit power, an electric power generation system, and a battery supplying electric power to the electric motor and able to be charged from the electric power generation system and a commercial power supply outside of the vehicle, wherein an EV operation, in which the electric motor is operated while the electric power generation system is stopped, is performed, and wherein, if an SOC of the battery falls below a predetermined threshold value during the EV operation, an HV operation, in which the electric motor is operated while the electric power generation system is operated, is performed (see PTL 1, etc.). In PTL 1, if the SOC of the battery becomes low, the HV operation is performed. As a result, the battery is charged from the electric power generation system and the SOC of the battery rises.
  • the electric power generation system a combination of an internal combustion engine and an electric generator or a fuel cell may be considered.
  • the battery can be charged by the electric power generation system, or from the outside of the vehicle after for example reaching a destination.
  • the cost of electric power generation per unit amount of electric power it is more preferable to charge the battery from the outside rather than charge the battery from the electric power generation system. Therefore, for example, if it is projected that even if continuing the EV operation from a current location to the destination, the SOC of the battery will not excessively fall, it is preferable to continue the EV operation and not perform the HV operation even if the SOC of the battery falls below a threshold value.
  • the HV operation is simply started when the SOC of the battery falls below the threshold value. Therefore, the cost required for the vehicle to run by a unit distance may increase.
  • a control system for a vehicle comprising:
  • the electronic control unit is further configured to continue the EV operation even if the SOC of the battery falls below the first set value when, at the time of the EV operation, it is judged that an EVSOC predicted value is maintained equal to or higher than a second set value which is lower than the first set value, the EVSOC predicted value being a predicted value of the SOC of the battery when assuming continuation of the EV operation from the current location to the destination.
  • a control system for a vehicle comprising:
  • the electronic control unit is further configured to continue the EV operation even if the SOC of the battery falls below the first set value when, at the time of the EV operation, it is judged that an EVSOC predicted value is maintained equal to or higher than a second set value which is lower than the first set value, the EVSOC predicted value being a predicted value of the SOC of the battery when assuming continuation of the EV operation from the current location to the destination.
  • control system for a vehicle wherein the electronic control unit is further configured to operate the electric motor while stopping the internal combustion engine at the time of the EV operation, and to operate the internal combustion engine and the electric motor at the time of the HV operation.
  • control system for a vehicle according to any one of constitutions 1 to 3, wherein the electronic control unit is further configured to continue the EV operation until the destination when it is judged that the EVSOC predicted value is maintained equal to or higher than the second set value.
  • control system for a vehicle according to constitution 4, wherein the electronic control unit is further configured to hold unchanged the EV operation until it is judged that a holding time has elapsed from when the vehicle was started for a next trip, when, in a previous trip, the EV operation was continued until the destination with the SOC of the battery being lower than the first set value and then operation of the vehicle was stopped.
  • control system for a vehicle according to any one of constitutions 1 to 5, wherein the electronic control unit is further configured, when it is expected that the HV operation will be performed in a next trip, to switch from the EV operation to the HV operation, regardless of the EVSOC predicted value, if the SOC of the battery falls below the first set value at the time of the EV operation.
  • control system for a vehicle according to any one of constitutions 1 to 6:
  • the electronic control unit is further configured, when it is judged that the EVSOC predicted value will fall below the second set value, to switch from the EV operation to the HV operation if the SOC of the battery falls below a third set value which is lower than the first set value and higher than the second set value;
  • the electronic control unit is further configured to set the third set value so that an HVSOC predicted value is maintained equal to or higher than the second set value, the HVSOC predicted value being a predicted value of the SOC of the battery when assuming continuing the EV operation from the current location, then switching from the EV operation to the HV operation if the SOC of the battery falls below the third set value, and then continuing the HV operation until the destination.
  • control system for a vehicle according to any one of constitutions 1 to 8:
  • the electronic control unit is further configured, when it is judged that the EVSOC predicted value will fall below the second set value, to continue the EV operation until the vehicle passes a third position between a first position and a second position and to switch from the EV operation to the HV operation if the vehicle passes the third position, the first position being a position where the EVSOC predicted value falls below the first set value and the second position being a position where the EVSOC predicted value falls below the second set value;
  • the electronic control unit is further configured to set the third position so that an HVSOC predicted value is maintained equal to or higher than the second set value, the HVSOC predicted value being a predicted value of the SOC of the battery when assuming continuing the EV operation from the current location, then switching from the EV operation to the HV operation if the vehicle passes the third position, and then continuing the HV operation until the destination.
  • control system for a vehicle wherein the electronic control unit is further configured to set the third position so that a margin of the HVSOC predicted value with respect to the second set value is made the smallest.
  • FIG. 1 is a schematic overall view of a plug-in hybrid vehicle of an embodiment according to the present disclosure.
  • FIG. 2 is a graph showing one example of operational control and an SOC of a battery for explaining a first embodiment of operational control according to the present disclosure.
  • FIG. 3 is a flow chart showing an operational control routine of the first embodiment of the operational control according to the present disclosure.
  • FIG. 4 is a flow chart showing a routine for setting a threshold value CSX of the first embodiment of the operational control according to the present disclosure.
  • FIG. 5 is a flow chart showing a routine for setting a threshold value CSX of a second embodiment of the operational control according to the present disclosure.
  • FIG. 6 is a graph showing one example of operational control and an SOC of a battery for explaining a third embodiment of the operational control according to the present disclosure.
  • FIG. 7 is a graph showing one example of operational control and an SOC of a battery for explaining the third embodiment of the operational control according to the present disclosure.
  • FIG. 8 is a flow chart showing a routine for setting a threshold value CSX of the third embodiment of the operational control according to the present disclosure.
  • FIG. 9 is a flow chart showing a routine for calculating a third set value CS 3 of the third embodiment of the operational control according to the present disclosure.
  • FIG. 10 is a graph showing one example of operational control and an SOC of a battery for explaining a fourth embodiment of the operational control according to the present disclosure.
  • FIG. 11 is a flow chart showing an operational control routine of the fourth embodiment of the operational control according to the present disclosure.
  • FIG. 12 is a flow chart showing a routine for setting a threshold value CSX of the fourth embodiment of the operational control according to the present disclosure.
  • FIG. 13 is a flow chart showing a routine for calculating a third position P 3 of the fourth embodiment of the operational control according to the present disclosure.
  • FIG. 14 is a graph showing one example of operational control and an SOC of a battery for explaining a fifth embodiment of the operational control according to the present disclosure.
  • FIG. 15 is a flow chart showing a routine for operation holding control of the fifth embodiment of the operational control according to the present disclosure.
  • FIG. 16 is a schematic overall view of a plug-in hybrid vehicle of another embodiment according to the present disclosure.
  • FIG. 17 is a flow chart showing an operational control routine of the other embodiment according to the present disclosure.
  • a plug-in hybrid vehicle 1 of one embodiment according to the present disclosure comprises a motor-generator 2 .
  • An input/output shaft of the motor-generator 2 is connected through, for example, a transmission 3 to be able to transmit power to a vehicle axle 4 .
  • the motor-generator 2 is electrically connected through a power control unit 6 to a battery 7 .
  • the motor-generator 2 of the embodiment according to the present disclosure operates as an electric motor or electric generator.
  • the motor-generator 2 operates as an electric motor, that is, at the time of powered operation, electric power is supplied from the battery 7 to the motor-generator 2 and the power generated at the motor-generator 2 is transmitted to the vehicle axle 4 .
  • the motor-generator 2 is operated as an electric generator, that is, at the time of regeneration, power from the vehicle axle 4 is used to generate electric power at the motor-generator 2 .
  • the power control unit 6 of the embodiment according to the present disclosure includes, for example, an inverter for converting current from direct current to alternating current or the reverse, a converter for adjusting the voltage, etc. (not shown).
  • the vehicle 1 of the embodiment according to the present disclosure is further provided with an electric power generation system 8 electrically connected to the power control unit 6 .
  • the electric power generation system 8 of the embodiment according to the present disclosure is provided with an electric generator 8 a and an internal combustion engine 8 b driving the electric generator 8 a .
  • the internal combustion engine 8 b is operated and therefore the electric generator 8 a is operated and electric power is generated.
  • the generated electric power is sent to one or both of the battery 7 and motor-generator 2 .
  • the internal combustion engine 8 b is stopped and therefore the electric generator 8 a is stopped.
  • the internal combustion engine 8 b is a spark ignition engine or a compression ignition engine.
  • the fuel of the internal combustion engine 8 b examples include gasoline, diesel fuel, alcohol, CNG, hydrogen, etc. are included.
  • the electric power generation system 8 is provided with a fuel cell.
  • the fuel of the electric power generation system 8 in the other embodiment is hydrogen and oxygen.
  • the battery 7 of the embodiment according to the present disclosure can be charged from the electric power generation system 8 and from the outside of the vehicle. That is, when charging the battery 7 , the electric power generation system 8 is operated and electric power generated at the electric power generation system 8 is supplied through the power control unit 6 to the battery 7 . Alternatively, the battery 7 is charged by connecting a vehicle-side connector 9 electrically connected to the battery 7 through an outside connector 10 to an outside power supply 11 , while stopping the electric power generation system 8 . As an example of the outside power supply 11 , a commercial power supply is included.
  • the vehicle 1 of the embodiment according to the present disclosure is provided with an electronic control unit 20 .
  • the electronic control unit 20 is provided with one or more processors 21 , one or more memories 22 , and an input/output port 23 , which are communicably connected with each other, via a bidirectional bus 24 .
  • One or more sensors 25 are communicably connected to the input/output port 23 of the embodiment according to the present disclosure.
  • the one or more sensors 25 of the embodiment according to the present disclosure include, for example, a sensor configured to detect a speed of the vehicle, an IMU (inertial measurement unit), a GPS receiver configured to receive a GPS signal, a sensor configured to detect a requested vehicle output, etc.
  • the requested vehicle output is expressed by, for example, an amount of depression of an accelerator pedal (not shown).
  • a storage device 26 is communicably connected to the input/output port 23 of the embodiment according to the present disclosure.
  • the storage device 26 of the embodiment according to the present disclosure includes a map data storage device.
  • the map data includes, for example, position of road (for example, latitudes, longitudes, elevations, etc.), shapes of roads, etc.
  • an HMI (human machine interface) 27 is communicably connected to the input/output port 23 of the embodiment according to the present disclosure.
  • the HMI 27 of the embodiment according to the present disclosure includes, for example, a touch panel, display, etc.
  • the input/output port 23 of the embodiment according to the present disclosure is communicably connected to the motor-generator 2 , transmission 3 , power control unit 6 , and internal combustion engine 8 b .
  • the motor-generator 2 , transmission 3 , power control unit 6 , and internal combustion engine 8 b are controlled based on signals from the electronic control unit 20 .
  • the electronic control unit 20 of the embodiment according to the present disclosure has various functions obtained by one or more processors 21 executing programs stored in one or more memories 22 .
  • the electronic control unit 20 of the embodiment according to the present disclosure has a host vehicle localization function.
  • the host vehicle localization function of the embodiment according to the present disclosure identifies or deduces a current location of the vehicle 1 based on a GPS signal and map data, etc.
  • the electronic control unit 20 of the embodiment according to the present disclosure has a navigation function.
  • the navigation function of the embodiment according to the present disclosure calculates a route from the current location to a destination based on the map data, etc. and displays it through the HMI 27 to a driver or a passenger of the vehicle 1 .
  • This route is, for example, the best route from the viewpoint of the quantity of energy consumed, required time, etc.
  • the destination is input through the HMI 27 by the driver or passenger.
  • the destination is deduced by the electronic control unit 20 based on the past driving history, etc.
  • the electronic control unit 20 of the embodiment according to the present disclosure further has an operational control function of controlling a vehicle operation.
  • the vehicle operation either of an EV operation and an HV operation is performed.
  • the motor-generator 2 is operated while the electric power generation system 8 is stopped.
  • the SOC (state of charge) or charging rate of the battery 7 falls in the powered operation, and the SOC of the battery 7 rises in the regeneration.
  • the HV operation of the embodiment according to the present disclosure the motor-generator 2 is operated while the electric power generation system 8 is operated. If the HV operation is performed, the SOC of the battery 7 rises.
  • an amount of power generation by the electric power generation system 8 and an operating state of the internal combustion engine 8 b are determined in accordance with the vehicle speed.
  • the EV operation when the SOC of the battery 7 is higher than a predetermined threshold value CSX, the EV operation is performed, while when the SOC of the battery 7 is lower than the threshold value CSX, the HV operation is performed.
  • the threshold value CSX of the embodiment according to the present disclosure is provided with hysteresis.
  • the electronic control unit 20 of the embodiment according to the present disclosure further has an SOC estimation function.
  • the SOC estimation function of the embodiment according to the present disclosure estimates the SOC of the battery 7 by for example repeatedly cumulatively adding amounts of electric power supplied from the battery 7 and amounts of electric power supplied to the battery 7 per unit time. In general, the SOC will fall when the electric power amount supplied from the battery 7 is larger than that supplied to the battery 7 , and will rise when the former is smaller than the latter.
  • the electronic control unit 20 of the embodiment according to the present disclosure further has a history storing function.
  • the history storing function of the embodiment according to the present disclosure stores the driving history of the vehicle 1 , the history of performance of the EV operation and HV operation, the charging history of the battery 7 , etc. in the memory 22 .
  • FIG. 2 shows various examples of the changes in vehicle operation and the SOC of the battery 7 in the case where the vehicle 1 is driven from the current location PC to the destination PD in accordance with a predetermined driving pattern.
  • the driving pattern of the first embodiment of the operational control according to the present disclosure is expressed by the driving route of the vehicle 1 , the speed of the vehicle 1 at each position on the driving route, etc.
  • the driving route of the vehicle 1 is calculated by the above-mentioned navigation function.
  • the EV operation is performed at the current location PC.
  • the SOC of the battery 7 falls.
  • the SOC of the battery 7 falls below the threshold value CSX.
  • the broken line of FIG. 2 shows one example of the case where the above-mentioned threshold value CSX is set to a predetermined, first set value CS 1 .
  • the vehicle operation is switched from the EV operation to the HV operation.
  • the HV operation is continued until the vehicle 1 reaches the destination PD.
  • the SOC of the battery 7 falls below a second set value CS 2 lower than the first set value CS 1 , that is, if the SOC of the battery 7 becomes excessively low, the performance of the battery 7 may remarkably fall.
  • the SOC of the battery 7 is maintained equal to or higher than the second set value CS 2 , from the current location PC to the destination PD. Therefore, the performance of the battery 7 is kept from remarkably falling.
  • the first set value CS 1 of the first embodiment of the operational control according to the present disclosure is for example 20 to 30%.
  • the second set value CS 2 of the first embodiment of the operational control according to the present disclosure is for example 1 to 5%.
  • the solid line of FIG. 2 shows one example of the case assuming that the EV operation is continued from the current location PC to the destination PD.
  • the SOC of the battery 7 is maintained equal to or higher than the second set value CS 2 from the current location PC to the destination PD. That is, in the example shown in FIG. 2 , there is no need to perform the HV operation for maintaining the SOC of the battery 7 equal to or higher than the second set value CS 2 .
  • the SOC of the battery 7 is restored by charging the battery 7 from the outside, after the vehicle 1 reaches the destination PD.
  • the cost required for the vehicle 1 to be driven by a unit distance is reduced while the SOC of the battery 7 is kept from becoming excessively low.
  • the electric power generation system 8 is provided with an internal combustion engine 8 b , the operating time of the internal combustion engine 8 b is shortened, and thus an amount of emission of the internal combustion engine 8 b is reduced.
  • the driving pattern of the vehicle 1 from the current location PC to the destination PD is predicted.
  • the driving pattern of the first embodiment of the operational control according to the present disclosure is, as explained above, expressed by the driving route of the vehicle 1 calculated by the navigation function. Therefore, in the first embodiment of the operational control according to the present disclosure, if the destination PD is not input or deduced, or if the driving route is not yet calculated by the navigation function, etc., the EVSOC predicted value PSOCEV cannot be calculated.
  • the driving route includes information on the roads on the driving route (positions (latitudes, longitudes, elevations, etc.), lengths, widths, angles of inclination, speed limits, etc., of road)
  • a value PQDE which is the quantity of consumed electric power PQEC predicted when assuming continuation of the EV operation from the current location PC to the destination PD in accordance with this driving pattern.
  • the history of the predicted value PQEC of the consumed electric power quantity from the current location PC to the destination PD is calculated as a function of, for example, the position of the vehicle 1 .
  • the predicted value PQEC of the consumed electric power quantity of the first embodiment of the operational control according to the present disclosure includes not only the quantity of electric power consumed by the motor-generator 2 , but also the quantity of electric power consumed by auxiliaries or the air-conditioning system, etc. Note that, the consumed electric power quantity of the motor-generator 2 is a positive value at the time of powered operation and is a negative value at the time of regeneration.
  • the EVSOC predicted value PSOCEV which is the predicted value of the SOC of the battery 7 when assuming continuation of the EV operation from the current location PC to the destination PD in accordance with the driving pattern, is calculated using the predicted value PQEC of the consumed electric power quantity.
  • the history of the EVSOC predicted value PSOCEV from the current location PC to the destination PD is calculated as a function of, for example, the position of the vehicle 1 .
  • the EV operation is switched to the HV operation if the SOC of the battery 7 falls below the first set value CS 1 .
  • the threshold value CSX is set to a value lower than the first set value CS 1 and equal to or higher than the second set value CS 2 .
  • the threshold value CSX is set to the second set value CS 2 . This continues the performance of the EV operation until the destination PD.
  • the threshold value CSX is set to a value lower than the first set value CS 1 and higher than the second set value CS 2 .
  • the threshold value CSX is set to the first set value CS 1 .
  • the EV operation is performed based on a result of comparison of the SOC of the battery 7 and the threshold value CSX.
  • the EV operation is performed regardless of the result of comparison of the SOC of the battery 7 and the threshold value CSX.
  • the second set value CS 2 in one example, is constant. In another example, the second set value CS 2 is changed in accordance with, for example, a degree of deterioration of the battery 7 , prediction error, etc.
  • FIG. 3 shows an operational control routine of the first embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 3 is repeatedly performed. Referring to FIG. 3 , at step 100 , it is judged if the SOC of the battery 7 is lower than a threshold value CSX. When SOC ⁇ CSX, next, the routine proceeds to step 101 where the EV operation is performed. As opposed to this, when SOC ⁇ CSX, the routine proceeds from step 100 to step 102 where the HV operation is performed.
  • FIG. 4 shows a routine for setting the threshold value CSX of the first embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 4 is repeatedly performed. Referring to FIG. 4 , at step 200 , whether the EV operation is currently underway is judged. When the EV operation is currently underway, the routine proceeds to step 201 where it is judged if the EVSOC predicted value PSOCEV can be calculated.
  • the EVSOC predicted value PSOCEV cannot be calculated.
  • the routine proceeds to step 202 where the driving pattern of the vehicle 1 from the current location to the destination is predicted.
  • the predicted value PQEC of the consumed electric power quantity of the vehicle 1 when assuming the EV operation will be performed from the current location to the destination in accordance with the driving pattern predicted at step 202 is predicted.
  • the EVSOC predicted value PSOCEV which is the predicted value of the SOC of the battery 7 when assuming the EV operation will be performed from the current location to the destination in accordance with the driving pattern predicted at step 202 , is calculated.
  • the routine proceeds to step 206 where the threshold value CSX is set to the second set value CS 2 .
  • step 200 when at step 200 the EV operation is not currently underway, when at step 201 it is judged that the EVSOC predicted value PSOCEV cannot be calculated, or when at step 205 , it is judged that the EVSOC predicted value PSOCEV will fall below the second set value CS 2 , that is, when PSOCEV ⁇ CS 2 , next, the routine proceeds to step 207 where the threshold value CSX is set to the first set value CS 1 .
  • the second embodiment of the operational control according to the present disclosure differs from the first embodiment of the operational control according to the present disclosure on the following point. That is, in the second embodiment of the operational control according to the present disclosure, in a case where it is expected that the HV operation will be performed in a trip starting from the destination PD of the current trip, that is, in the next trip, the EV operation is switched to the HV operation if the SOC of the battery 7 falls below the first set value CS 1 at the time of the EV operation, regardless of the EVSOC predicted value PSOCEV.
  • the operational control is performed in accordance with the EVSOC predicted value PSOCEV, in the same way as the first embodiment of the operational control according to the present disclosure. This further reduces the risk of the SOC of the battery 7 becoming excessively low.
  • the threshold value CSX is set to the first set value CS 1 , while when it is not expected that the HV operation will be performed in the next trip, in the same way as the first embodiment of the operational control according to the present disclosure, the threshold value CSX is set in accordance with the EVSOC predicted value PSOCEV.
  • the HV operation will be performed in the next trip when there is no power supply able to charge the battery 7 at the destination PD or its environs, when there is no history of charging the battery 7 from the outside at the destination PD or its environs, or when the predicted value of the quantity of electric power consumed in the next trip is great, etc., for example.
  • the HV operation will not be performed in the next trip when there is a power supply able to charge the battery 7 at the destination PD or its environs, when there is a history of charging the battery 7 from the outside at the destination PD or its environs, or when the predicted value of the quantity of electric power consumed in the next trip is small, etc., for example.
  • the predicted value of the quantity of electric power consumed in the next trip is calculated based on the past driving history. In another example, the predicted value of the quantity of electric power consumed in the next trip is calculated based on the terrain near the destination PD. That is, for example, if the destination PD is at the bottom of a valley, the vehicle 1 will be driving on an upward slope in the next trip, so it is projected that the quantity of electric power consumed will increase. Conversely, if the destination PD is at a mountain top, the vehicle 1 will be driving on a downward slope in the next trip, so it is projected that the quantity of electric power consumed will decrease.
  • FIG. 5 shows the routine for setting the threshold value CSX of the second embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 5 proceeds to step 202 a where it is judged if it is expected that the HV operation will be performed in the next trip. If it is not expected that the HV operation will be performed in the next trip, the routine proceeds to step 203 . As opposed to this, when is expected that the HV operation will be performed in the next trip, the routine proceeds from step 202 a to step 207 where the threshold value CSX is set to the first set value CS 1 .
  • FIG. 6 and FIG. 7 show various examples of the changes in vehicle operation and the SOC of the battery 7 in the case where the vehicle 1 is driven from the current location PC to the destination PD in accordance with a predetermined driving pattern.
  • the dotted line in FIG. 6 shows an example of the case of assuming the EV operation will be continued from the current location PC to the destination PD.
  • the SOC of the battery 7 falls below the second set value CS 2 . Therefore, in the driving pattern of the vehicle 1 in the example of FIG. 6 , the EV operation cannot be continued until the destination PD.
  • the EVSOC predicted value PSOCEV will fall below the second set value CS 2 , as shown by the broken line in FIG. 6 , if the vehicle 1 passes the first position P 1 and the SOC of the battery 7 falls below the first set value CS 1 , the EV operation is switched to the HV operation. In other words, the threshold value CSX is set to the first set value CS 1 . As a result, the SOC of the battery 7 is maintained equal to or higher than the second set value CS 2 until the destination PD.
  • the margin is preferably as small as possible, from the viewpoint of the cost of generation of electric power.
  • the margin mgn 1 of the example shown by the broken lines of FIG. 6 is relatively large.
  • the EV operation is continued even if the SOC of the battery 7 falls below the first set value CS 1 .
  • the SOC of the battery 7 falls below a third set value CS 3 which is lower than the first set value CS 1 and higher than the second set value
  • the EV operation is switched to the HV operation.
  • the third set value CS 3 is set so that the SOC of the battery 7 is maintained equal to or higher than the second set value CS 2 from the current location PC to the destination PD.
  • the margin mgn 3 is made smaller than the margin mgn 1 of the example shown by the broken lines in FIG. 6 while the SOC of the battery 7 is maintained equal to or higher than the second set value CS 2 up to the destination PD. Therefore, the cost of electric power generation is reduced more.
  • the third set value CS 3 is set so that the margin mgn 3 in the example of FIG. 6 becomes the smallest, for example, zero. As a result, the cost of electric power generation is further reduced.
  • the third set value CS 3 is calculated and the threshold value CSX is set to the third set value CS 3 .
  • the third set value CS 3 is found as follows, for example. That is, in the third embodiment of the operational control according to the present disclosure, a specific vehicle operation is envisioned in which the EV operation is continued from the current location PC, and then the EV operation is switched to the HV operation when the SOC of the battery 7 falls below a temporary third set value CS 3 t , and then the HV operation is continued until the destination PD. Next, a predicted value of the SOC of the battery 7 when assuming this specific vehicle operation is performed is calculated as an HVSOC predicted value PSOCHV.
  • the predicted value PQEC of the consumed electric power quantity and predicted value PQEG of the generated electric power quantity when assuming the specific vehicle operation is performed in accordance with a predicted driving pattern of the vehicle are calculated.
  • the history of the predicted value PQEC of the consumed electric power quantity and predicted value PQEG of the generated electric power quantity from the current location PC to the destination PD is calculated as a function of, for example, the position of the vehicle 1 .
  • the predicted value PQEC of the consumed electric power quantity of the third embodiment of the operational control according to the present disclosure includes not only the quantity of electric power consumed of the motor-generator 2 , but also the quantity of electric power consumed of the auxiliaries, air-conditioning system, etc.
  • the predicted value PQEG of the generated electric power quantity of the third embodiment of the operational control according to the present disclosure is the predicted value of the amount of electric power generated by the electric power generation system 8 .
  • the HVSOC predicted value PSOCHV of the predicted value of the SOC of the battery 7 when assuming the specific vehicle operation is performed in accordance with a driving pattern is calculated using the predicted value PQEC of the consumed electric power quantity and the predicted value PQEG of the generated electric power quantity.
  • the history of the HVSOC predicted value PSOCHV from the current location PC to the destination PD is calculated as a function of the position of the vehicle 1 , for example.
  • the temporary third set value CS 3 t used for calculating the HVSOC predicted value PSOCHV at this time is made the third set value CS 3 .
  • the third set value CS 3 is set so that the HVSOC predicted value PSOCHV is maintained equal to or higher than the second set value CS 2 from the current location PC to the destination PD and so that the margin of the HVSOC predicted value PSOCHV is the smallest.
  • the temporary third set value CS 3 t is updated from an initial value CS 3 t 0 .
  • the initial value CS 3 t 0 the first set value CS 1 , the second set value CS 2 , or a value between the first set value CS 1 and the second set value CS 2 is used.
  • the temporary third set value CS 3 t is updated by adding or subtracting a small constant value, for example. In one example, the temporary third set value CS 3 t is made to gradually increase from the second set value CS 2 until the above-mentioned specific condition stands.
  • the third set value CS 3 is found by the bisection method using the first set value CS 1 and the second set value CS 2 as the opposite ends.
  • the third set value CS 3 is found by the gradient method using a value between the first set value CS 1 and the second set value CS 2 as an initial value.
  • a plurality of temporary third set values CS 3 t are set and parallel calculations are performed, and then the optimum result is selected to thereby find the third set value CS 3 .
  • FIG. 8 shows a routine for setting the threshold value CSX of the third embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 8 at step 205 , when PSOCEV ⁇ CS 2 , next, the routine proceeds to step 208 where a routine for calculation of the third set value CS 3 is performed and the third set value CS 3 is calculated.
  • the routine for calculation of the third set value CS 3 of the third embodiment of the operational control according to the present disclosure is shown in FIG. 9 .
  • the threshold value CSX is set to the third set value CS 3 .
  • FIG. 9 shows a routine for calculation of the third set value CS 3 of the third embodiment of the operational control according to the present disclosure.
  • the temporary third set value CS 3 t is set to the initial value CS 3 t 0 .
  • the predicted value PQEC of the consumed electric power quantity and the predicted value PQEG of the generated electric power quantity are calculated.
  • the HVSOC predicted value PSOCHV is calculated.
  • the routine proceeds to step 304 where the temporary third set value CS 3 t is updated.
  • the routine returns to step 301 .
  • the routine proceeds to step 305 where the third set value CS 3 is set to the temporary third set value CS 3 t.
  • the EV operation is continued until the vehicle 1 passes the third position P 3 between the first position P 1 and the second position P 2 and the EV operation is switched to the HV operation if the vehicle 1 passes the third position P 3 , as shown by the solid lines in FIG. 6 and FIG. 7 .
  • the third position P 3 is set so that the HVSOC predicted value PSOCHV is maintained equal to or higher than the second set value CS 2 , wherein the HVSOC predicted value PSOCHV is a predicted value of the SOC of the battery 7 when assuming EV operation is continued from the current location, then the EV operation is switched to the HV operation if the vehicle 1 passes the third position P 3 , and then the HV operation continues until the destination.
  • the first position P 1 is the position where the EVSOC predicted value PSOCEV will fall under the first set value CS 1 .
  • the second position P 2 is a position where the EVSOC predicted value PSOCEV will fall under the second set value CS 2 .
  • a position among these closest to the current location PC is made the second position P 2 .
  • the third position P 3 shown in the example of FIG. 6 is set so that the margin mgn 3 becomes the smallest, for example, zero. As a result, the cost of electric power generation is further decreased.
  • the third position P 3 is calculated and the threshold position PX is set to the third position P 3 .
  • the EV operation is performed until the vehicle 1 passes the threshold position PX and the HV operation is performed when vehicle 1 passes the threshold position PX.
  • the third position P 3 of the fourth embodiment of the operational control according to the present disclosure is calculated in the same way as the third set value CS 3 of the third embodiment of the operational control according to the present disclosure.
  • the EV operation is switched to the HV operation based on the position of the vehicle 1 . This is due to the following reasons.
  • FIG. 10 shows various examples of the changes in vehicle operation and the SOC of the battery 7 in the case of the vehicle 1 being driven from the current location PC to the destination PD according to a predetermined driving pattern.
  • the dotted line of FIG. 10 shows one example of the case assuming continuation of the EV operation from the current location PC to the destination PD. Therefore, the SOC of the battery 7 shown by the dotted line in FIG. 10 corresponds to the EVSOC predicted value PSOCEV.
  • CS 3 shows the third set value found by the third embodiment of the operational control according to the present disclosure. Therefore, in the example shown in FIG. 10 , if the vehicle 1 passes the position PZ and the position P 3 , the EVSOC predicted value PSOCEV will fall below the third set value CS 3 .
  • the EV operation is switched to the HV operation. For this reason, in the example of FIG. 10 , if the vehicle 1 passes a position PZ closer than the current location PC, the EV operation is switched to the HV operation, as shown by the dotted line in FIG. 10 . As a result, it may not be possible to make the margin mgnz the smallest.
  • the third position P 3 is set so that the HVSOC predicted value PSOCHV is maintained equal to or higher than the second set value CS 2 and the margin mgn 3 of the HVSOC predicted value PSOCHV is made the smallest, and the EV operation is switched to the HV operation if the vehicle 1 passes the third position P 3 .
  • the margin mgn 3 is made the smallest while the SOC of the battery 7 is maintained equal to or higher than the second set value CS 2 .
  • FIG. 11 shows an operational control routine of the fourth embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 11 first, at step 100 a , it is judged if a flag XP has been set.
  • the routine proceeds to step 100 .
  • step 100 b it is judged if the vehicle 1 has passed the threshold position PX.
  • step 102 the EV operation is continued.
  • the routine proceeds to step 102 where the HV operation is performed.
  • FIG. 12 shows a routine for setting the threshold value CSX, of the fourth embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 12 when PSOCEV ⁇ CS 2 at step 205 , next, the routine proceeds to step 210 where a routine for calculation of the third position P 3 is performed and the third position P 3 is calculated.
  • the routine for calculation of the third position P 3 of the fourth embodiment of the operational control according to the present disclosure is shown in FIG. 13 .
  • the threshold position PX is set to the third position P.
  • the flag XP is set.
  • the threshold value CSX is set to the first set value CS 1 . Further, in the routine of FIG. 12 , at step 206 a after step 206 and step 207 a after step 207 , the flag XP is reset.
  • FIG. 13 shows a routine for calculation of the third position P 3 of the fourth embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 13 at step 300 a , the temporary third position P 3 t is set to the initial position P 3 t 0 .
  • the routine proceeds to step 301 .
  • the routine proceeds to step 304 where the temporary third position P 3 t is updated.
  • the routine returns to step 301 .
  • the routine proceeds to step 305 a where the third position P 3 is set to the temporary third position P 3 t.
  • the SOC of the battery 7 at the time of start of the next trip will remain lower than the first set value CS 1 , if the battery 7 is not charged from the outside before the next trip or the operation of the vehicle 1 is started.
  • the threshold value CSX is set to the first set value CS 1 , in this condition.
  • the SOC of the battery 7 is lower than the first set value CS 1 at the time of start of a trip, first the HV operation is performed.
  • a new EVSOC predicted value PSOCEV for the new destination PD is calculated.
  • the threshold value CSX is set or operation of the vehicle is controlled based on the result of judgment of whether the new EVSOC predicted value PSOCEV will be maintained equal to or higher than the second set value CS 2 .
  • the HV operation is first performed at the start of the next trip, and is then switched to the EV operation. As a result, if short trips are repeated, the vehicle operation may be frequently switched between the EV operation and HV operation.
  • the EV operation is held unchanged until it is judged that a holding period has elapsed from when the vehicle 1 started for the next trip.
  • the EVSOC predicted value PSOCEV for the designation of the next trip that is, the predicted value of the SOC of the battery 7 when assuming continuation of the EV operation from the current location PC to the destination PD of the next trip, is calculated.
  • the threshold value CSX is set and the EV operation or HV operation is performed. As a result, the vehicle operation is kept from being frequently switched.
  • the vehicle 1 reaches the destination PD and operation of the vehicle 1 is stopped.
  • the EV operation is continued until the destination PD with the SOC of the battery 7 being lower than the first set value CS 1 .
  • the operation of the vehicle 1 starts, that is, the next trip is started, with the SOC of the battery 7 being lower than the first set value CS 1 .
  • the EV operation is performed until the time t 3 where it is judged that the holding time has elapsed.
  • the holding period has not elapsed until the driver or a passenger inputs the destination PD, while it is judged that the holding time has elapsed if the destination PD is input.
  • it is judged that the holding period has not elapsed until the route up to the destination is calculated, while it is judged that the holding time has elapsed if the route is calculated.
  • it is judged that the holding period has not elapsed until the electronic control unit 20 estimates the destination PD based on for example the driving history etc., while it is judged that the holding time has elapsed if the destination PD is deduced.
  • the holding time has not elapsed before the vehicle 1 communicates with an outside server etc., while it is judged that the holding time has elapsed when communication is established.
  • it is judged that the holding time has not elapsed until the vehicle 1 starts to move for the next trip that is, the vehicle 1 starts to move after power starts being conducted to the vehicle 1 , while it is judged that the holding time has elapsed if the vehicle 1 starts to move.
  • it is judged that the holding time has not elapsed until the predetermined holding time elapses from when the vehicle 1 is started up for the next trip, while it is judged that the holding time has elapsed if the set time elapses.
  • the holding period has not elapsed when the SOC of the battery 7 is equal to or higher than a fourth set value, which is set to be higher than the second set value CS 2 , while it is judged that the holding time has elapsed if the SOC of the battery 7 falls under the fourth set value.
  • FIG. 15 shows a routine for control for operation holding control of a fifth embodiment of the operational control according to the present disclosure.
  • the routine of FIG. 15 is repeatedly performed. Referring to FIG. 15 , at step 400 , it is judged if the operation of the vehicle 1 was stopped in the previous trip after continuation of the EV operation until the destination PD with the SOC of the battery 7 being lower than the first set value CS 1 . When it is judged that the operation of the vehicle 1 was stopped in the previous trip after continuation of the EV operation until the destination PD with the SOC of the battery 7 being lower than the first set value CS 1 , next, the routine proceeds to step 401 where it is judged if the holding period has elapsed.
  • step 402 the routine proceeds to step 402 where the EV operation is performed.
  • step 403 the routine for setting the threshold valve CSX shown in FIG. 4 is performed.
  • step 404 for example, the operational control routine shown in FIG. 3 is performed.
  • the routine proceeds from step 400 to step 403 .
  • FIG. 16 schematically shows a plug-in hybrid vehicle 1 of another embodiment according to the present disclosure.
  • the vehicle 1 of the other embodiment according to the present disclosure differs from the vehicle 1 of the embodiment shown in FIG. 1 on the following point. That is, the vehicle 1 of the other embodiment according to the present disclosure is a so-called split type plug-in hybrid vehicle.
  • the vehicle 1 of the other embodiment according to the present disclosure is provided with a pair of motor-generators 12 a , 12 b , an internal combustion engine 13 , and a power division mechanism 14 .
  • the input/output shafts of the motor-generators 12 a , 12 b of the other embodiment according to the present disclosure and the crankshaft of the internal combustion engine 13 are respectively connected through the power division mechanism 14 to be able to transmit power to the vehicle axle 4 .
  • the vehicle 1 is a so-called parallel type plug-in hybrid vehicle.
  • the motor-generators 12 a , 12 b are electrically connected through the power control unit 6 to the battery 7 .
  • the motor-generator 12 a of the other embodiment according to the present disclosure operates as an electric motor or electric generator.
  • the motor-generator 12 a operates as an electric motor, that is, at the time of powered operation, electric power is supplied from the battery 7 to the motor-generator 12 a and the power generated at the motor-generator 12 a is transmitted to the vehicle axle 4 .
  • the motor-generator 12 a operates as an electric generator, that is, at the time of regeneration, electric power is generated at the motor-generator 12 a by the power from the vehicle axle 4 .
  • the motor-generator 12 b of the other embodiment according to the present disclosure operates as an electric generator.
  • the motor-generator 12 b is operated by part of the power of the internal combustion engine 13 to generate electric power. This electric power is supplied to the battery 7 or motor-generator 12 a .
  • the motor-generator 12 b operates as an electric motor or electric generator.
  • the internal combustion engine 13 of the other embodiment according to the present disclosure is a spark ignition engine or compression ignition engine.
  • fuel of the internal combustion engine 13 gasoline, diesel fuel, alcohol, CNG, hydrogen, etc. are included.
  • the power division mechanism 14 of the other embodiment according to the present disclosure is for example provided with a planetary gear mechanism.
  • the electronic control unit 20 of the other embodiment according to the present disclosure is communicably connected with the motor-generators 12 a , 12 b and internal combustion engine 13 .
  • the output of the vehicle 1 is expressed as the total of the output of the motor-generators 12 a , 12 b operating as electric motors and the output of the internal combustion engine 13 .
  • the motor ratio is relatively high, while in the HV operation, the motor ratio is relatively low. That is, in one example, for the EV operation, the internal combustion engine 13 is stopped and the motor-generator 12 a is operated as an electric motor. As opposed to this, at the time of an HV operation, the internal combustion engine 13 is operated and the motor-generator 12 a is operated as an electric motor.
  • the SOC of the battery 7 when the SOC of the battery 7 is lower than the threshold value CSX, an HV operation is performed.
  • the SOC of the battery 7 is higher than the threshold value CSX, if the requested vehicle output is lower than a predetermined set output, the EV operation is performed, while if the requested vehicle output is higher than the set output, the HV operation is performed.
  • the threshold value CSX in this case is, for example, set by the routine of FIG. 4 .
  • the drop in the SOC of the battery 7 is restricted.
  • the cost required for the vehicle to be driven by a unit distance is reduced while the SOC of the battery 7 is restricted from becoming excessively low.
  • FIG. 17 shows an operational control routine of another embodiment according to the present disclosure.
  • the routine of FIG. 17 when SOC ⁇ CSX, the routine proceeds from step 100 to step 100 c where it is judged if a vehicle requested output RO is lower than a set output ROX.
  • the routine proceeds to step 101 where the EV operation is performed.
  • the routine proceeds to step 102 where the HV operation is performed.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Mechanical Engineering (AREA)
  • Automation & Control Theory (AREA)
  • Sustainable Energy (AREA)
  • Life Sciences & Earth Sciences (AREA)
  • Sustainable Development (AREA)
  • Power Engineering (AREA)
  • Human Computer Interaction (AREA)
  • Electric Propulsion And Braking For Vehicles (AREA)
  • Hybrid Electric Vehicles (AREA)
US16/891,074 2019-07-25 2020-06-03 Control system for vehicle Active 2041-06-17 US11628820B2 (en)

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CN112277926A (zh) 2021-01-29
CN112277926B (zh) 2024-04-30
US20210024052A1 (en) 2021-01-28
JP7143823B2 (ja) 2022-09-29
JP2021020511A (ja) 2021-02-18

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